Eaiteoad oar beake and means foe operating the same



5A; I. AMBLER.v

n l f `MILROAD CAR BRAKE ANDMBANS POROPBRATI-NG THB SAME. j

A No. 35,408. 'f l A PATENTED MAY 27,- 1862.

`tollem, lesion@ To Hill R. mignon AND- i bWRK MT. A

rlvdf Lttjefs Patent `N 35,1408; date May 217, 18621 having tivo levers E, E', eoneoted to it by 55 `fuleiunfl pins a, The' lovvel",e`nd` `of level` "E, follnsth besling' o' a Shaft E,w`vhieh is provided with a' friction lvheelll, sind the `level"` E', is povidd with fiotionf i'v'heelG'. The Wheel F, is tbove' the Wheel `60 bur or friction? G, and each levelfE, E', has a spiral Spring "rebydeo'lare that H, connected with it which springs hve a all", ndexfetdetendency to keep the fiotion Wheels free `from ezio'h othe and lalso flolil the diiving Wheel C, Which is in line With thennv 65 The `shaft E, is provided with a universal joint Z9, as shown in Fig. 2, ind on otiveandfol" with :said shaft b'ey'ond its` Xed beating C, on them; gf, Fig. 2 the frmling A, theleis` placed pulley d,

"o n.` "Fig", 2', isa :atoilndwvhioh a band I, passes, said bjznd 70 me, a patbeing `also passing around a pulley on ashtft diate K, vvhie'h sjllsolprovided vvith tv llniv'e'sagl jointe, sind has t Screw L, upon it provided with a` double thread. The bearing' ofthe Slleft n, ,new its pulley Leis fixed or stai 75 v tionaqly, blltit,` other beiing is in Sliding p eIlovlrng rod M, atthej outer sderof the naming A; `por lon of the Saillie. ginst the front end 4of this rod a Spl'ill'g' 'ew of al'ililldiotol f, beans and the back end of Said od is on.` 1Fig,7`,istl`eo o'onvne'ctedto the lower end of bent level" `80 yQHfI/J o`` treadle N, which has sp1-'ing g', beating ioate `oor- `a,f:1;aiIlstits1 upperV pnt,

` TheV upper partof levez N, stt its `end halsi a Chain-h, attached to it Wllieh is Connected faflnin'g in Suitable b earilig sind having a bevel toothed Wheel P, on' its fil-ont end which ges aintozl bevel pinion z', on thel flovel" pit of 2t vel'tioal shft Q, which l's'o p hs upon' it toothed Wheel j, which geais 90` into L Wheel R, on the' framing The Wheel R, has a; bevel pinion k', attached con! eentrieallyto it and this pinion gears' intov at ooi'spolding pinion Z, on utilnibling' rod 1 y l Sf,"p"laoed longitudinlly and o'entslllv` on 95 its object the the :fralnngA, and provided zit itSend Withsltion` of "the `al universal joint mi, to Which the drawll" `1hovel'lnent"to` head T, is nttetohed by at pin nl, :is shovvn glnel find hraleolelly fl, and the bok part'of the ea'ting' these-lne. joint m, is ft-ted in at bearing" o, which is at?-- 100 n the art to fully tzthed to a, spring p, the uppe1"` part' of "o "tljut Illy invention I which is` connected to gliplate Q, pI'ovided 'With vetioll gude'pil 1", 1^, Which pSS' through the holi'zotal plate 8, of :i Slippo't o'a-l tletol.` U, on` thev ming', Saidlplte o, hztving a* 105 Wheel` of the lodo; sotevv pssing thlough it which sbljew also fnejattahed passesjllough the plate g, and omits of f `elle lautet', and consequently the drawhead,

nung" ofK a loeonlot'ive to a Shaft o; placed longitudinally al the 85 being adjusted higher or lower as may be desired to suit the height of the draw-head of an adjoining car. The spring p, in connection with the universal joint admit of all necessary play or Vibratory movement that the draw-head T, should or may have under the motion of the cars.

On the upper part of the vertical shaft Q, there is cut a screw u, which gears into a small worm-wheel fu, on a shaft w. This worm-wheel and shaft areA inclosed within a cylindrical case R, which has a dial-plate a', within it and covered by a glass. One end of the shaft w, is provided with an indeX Zn', which traverses over the dial-plate a', the lat-ter bein graduated into twelve equal parts like tie dial of a clock, see Fig. 6.

The above-described parts constitute the means employed for applying the power to the brakes and releasing the same and I will, in order to avoid confusion describe the operation of the same, before describing the brake and its operation.

The power is applied through the driving wheel C, by the engineer who actuates the lever E, so that the friction wheel F, will be pressed against the tread of the wheel C. It will be seen that the universal joint b, of the shaft E", admits of this adjustment of the wheel F, and said shaft E", is rotated in consequence and a rotary motion communicated therefrom to the shaft K, by the bands I, and t-he screw L, of shaft K, rotates the wheel R, said screw being kept engaged with wheel R, by means of the springs f, g. The tumblin rod S, it will be seen, is rotated from t e wheel R, by means of the bevel gears 7c, Z, and the brakes, hereinafter described, are operated by the rotation of said tumbling rod. The vertical shaft Q, is also rotated from wheel F, through the medium of the wheel j, and the revolutions ofl the tumbling rod S, and consequently the degree of pressure of the brakes on the wheels are indicated on the dial-plate a; by the index b'. As the shaft Q, is rotated motion is communicated therefrom to the horizontal shaft O, by the bevel gears P, z'. and as the shaft O', is rotated the chain L, is wound around it and the lever N, actuates the sliding rod M, and shaft K, so as to gradually throw the screw L, out of gear with wheel R. It will be seen therefore that the brakes can only be applied to a certain degree and it is designated that the minimum pressure shall be indicated b v 12, on the dial plate. By this arrangement therefore the engineer cannot -by any inadver' tence or' carelessness cause an undue application of the brakes. The brakes however although they cannot exceed a certain pressure in their application to the wheels can be regulated or graduated as desired below the maXmum to the minimum by reversing the movement of the screw L, which is done bythe engineer actuating the lever E', and thereby throwing the friction wheel Gr, in contact with the tread of the driving wheel C, and the friction wheel F. Thus the brakes may be wholly taken off or in part as circumstances may require. And in case a train should be fully broke up or stopped with the brakes applied to the wheels, the engineer can instantly take off the' brakes by depressing the lever N, with his foot. The t-aking off of the brakes therefore may be accomplished while the cars are at rest as well as in motion. It is essential that the indeX Z2', be at the minimum point 12, on the dial-plate a', when the brakes are not applied.

The brake is constructed and arranged as follows:

V, is a tumbling rod which is fitted in suitable bearings longitudinally and centrally on the framing B, and has a universal joint 0', at each end to which the draw-heads are attached. These universal joints c', are supported by adjustable and elastic bearings X, arranged in the same way as that previously described and pertaining to the tumbling rod S. The tumbling rod V, has a bevel pinion cl', on it which gears into a horizontal bevel wheel Y, on the framing B, and into this wheel Y, there also gears a pinion Z, which is on the inner end of a horizontal shaft A', having a crank-wheel Ac at its outer end, as shown in Fig. 2. This shaft A' has an indicator B connected with it which is precisely the same as the one previously described and connected with the shaft Q.

C', is a lever which has its fulcrum pin e', on the framing B, and is connected at one end by a chain f', and rod g', to a shaft D', which is at one end of the framing and has a worm wheel 71,', upon it. The lever C', is also connected at about its center to a hub of wheel Y, by a chain E and said lever has a spiral spring F', connected to it at the end opposite to that which has the rod g', attached to it. A spring G', also bears against the lever 0,' as shown in Fig. 2, and on the lever there are placed two pulleys it", 71.", one at each side of its fulcrum pin around which a chain H', passes. One end of this chain H', is connected to a rod I', the outer end of which is attached to a lever J', the fulcrum pin of which passes into a pendant i', of the framing B. The lever J', has two pulleys j', j', attached to its under surface around which a chain K', passes the ends of which are attached to brake-bars L' L', having shoes M at their ends. The opposite end of the chain H', is connected to a rod N', which is provided with a swivel k' having a spring Z' within it as shown in Fig. 2. The outer end of the rod N connected to one end of a lever O' the fulcrum pin m', of which is at- `erally eitherfto; thefright or le the nd `againstthe" wheels and, owingwto the ar- `rangement of, the levers` as described, with an equal pressure against each Wheel an essential feature "1n a railroad `car-brake- S" 1s ashaftfthe` lower end "of which 1s stepped ina horizontal fplate n connected with the framing B, a `This shaft is not only `allowedtojrotate freely inits step or bearing but `is also `allowed to be adjusted lat# shaft S" there is placed a screw xupper endjof` theshaft is iittedwina seg- `ment slide f Ulgwhich `works ina segment uide V `attached tothe `framing and has `laspring obearingi'against one, end of it,

said spring ving a `tendency to keep the screwT "gearlwithvth'e worm wheel 71, of the `shaft `D" as shown clearly in Fig. To the ,segments uide V ,"there attachedY ring stopfp, yvwhich the screw T" may )be ield out of; ge and` in gear `)with afwformv wheel g', in the `tumbling rod 1V, as will be fully understood Tith the worm-wheel L,

i f by referringto Fig`.f3.` i l y i The upper end `oftheshaft S has a pinion W on it Lwhichffgears into a `toothed l y wheel `,X",lon*a small" upright shaft r which has itsbearinglinthe slide U". Onj this shaft r above the whe X there is placed a hand wheel YQ" From the abov escription it will be seen that whenthe tumbling? rods offa series of cars are connected thattallthe brakes thereof `maybe siinultaneously` applied and taken `off by theengineer actuating the levers E, E, previously described. The levers C of y eachfcar beingmoveduthrough the medium of thewheelsY, andbevel pinions d all of which of the@ several cars are of the same dimensions so as to `insure an equal rotation l `of the tumbling rods of the several cars.

It will be seen thatthe draw-heads of the tumbling rods have `a square recess or in- `terior and `that square" links or shackles A, areemployedto fit intothem seeFig. 4, in order to insure the` rotation of the several @tumbling rods.` `1 Th-isfeature however forms Qnopart of this invention `as it is shown in a" `brake recently patented by me. When fthetnmb11g`-frods arereturned in the" dacted upon and `thereby actuating the lever C.

On this rection to take io the brakes, the springs e ll F, 4Grthrowback the leversC to relieve where there 'is` connected a atta edto a brakeibar R. are provided `with 1 ,y their screw T L farfeat opposite sides i t,eels and thefbfrake bars l l sides of the other-pair, f and it wil-lfbeseen referring to Fig;` 2, that* by drawingthe" lever C theidired tion indicated `bytheQarrow "lgvthe brakei bars will be"` simultaneously `wheels gon the tumbling rods of the several cars the kbrakeman `then turning the hand wheels Y and whenvthe brake of a car is to be operated separately the brakeman withdraws the spring stop p and the spring o will throw the screw T `in gear with the wormwheel It `of the shaft D and cause the chain f to be wound up on shaft D The screw T should never be left in connection with the worm-wheels of the tumbling rods. After each hand or manual operation of said rods, the segment slides U should be released and the screw T allowed to gear.

into the worm-wheels 71, of the shafts D. This separate hand application of power is necessary in order that a train of cars or individual cars may have the brakes applied when the locomotive is detached from them. This is of course very frequently done as in cases where cars are switched off on turnouts orbranch tracks. As each car is provided with an indicator it will be seen that the state or condition of the brakes of each car is made known to the brakeman as well as to the engineer. and in order to have the indicators of the several cars all operate precisely alike the gearing which move the several indexesv should all be precisely of the same dimensions, and previous to the starting of a train of cars it should be the i duty of the engineer or brakeman to see that the indicators have their indexes all at the minimum points and this may be effected by turning the shafts A through the mediumof the crank wheels AX.

I would relnark that the band I, which e devised for eHecting this result.`

I claim as new and desire to secure by Letters Patent, is-

1. TheV burr or friction wheels F, Gr, ar-

ranged in relation with each other and the driving wheel C, of the locomotive as shown and the shaft E, K, provided with universal joints Z), e, and connected by the band I, or gearing, in combination with the screw L, on Shaft l, the lever 0r treadle N,

connected with the shafts K, and O, all arranged to operate with the tumbling rod S, substantially as and for the purpose herein set forth.

2. The indicator formed of the indeX b', traversing over a properly graduated dialplate 0.', and operated from the tumbling rod S, as shown, or in any equivalent Way, to indicate the position or state of the brakes as herein described.

3. The combination and arrangement of the levers C', v O', chains H', K', and rods I', N', as Shown for transmit-ting the power to the brake bars L', L', P', R.

A. J. AMBLER.

lVitnesses SAM lV. SOULE, M. MCMIGKLE. 

